CN104875571B - Vibration reduction buffer mechanism for vehicle - Google Patents

Abstract

The invention discloses a vibration damping and buffering mechanism for a vehicle, which comprises an upper connecting plate, a hinge, a lower connecting frame and an air spring, the hinge includes an upper link, a first hinge shaft and a lower link, the upper link The upper end of the rod is installed on the upper connecting plate, the lower end of the lower connecting rod is installed on the lower connecting frame, the lower end of the upper connecting rod is hinged to the upper end of the lower connecting rod through the first hinge shaft arranged horizontally, and the air spring is located at Between the upper connecting plate and the lower connecting frame and its upper and lower ends are respectively installed on the upper connecting plate and the lower connecting frame. The horizontal overhang of the vehicle. The invention has simple structure and occupies little space. Since the air spring itself has damping, and the stiffness and damping increase with the degree of compression, parallel shock absorbers are not required, which reduces the structural space and structural weight.

Description

A vibration damping and buffering mechanism for a vehicle

technical field

The invention belongs to the field of shock absorbers, and more specifically relates to a shock absorbing and buffering mechanism for a vehicle.

Background technique

During the driving process of the vehicle, the unevenness of the rugged and complex road surface will generate impact loads on it, affecting the ride comfort and stability of the vehicle, and the long-term dynamic load will also cause damage to some parts of the vehicle. Therefore, it is an important link in the design process to solve the problem of vehicle vibration damping and buffering. And what plays a major role in its damping and buffering in the vehicle is its suspension damping system.

At present, the suspension damping system of conventional vehicles is relatively mature. Generally speaking, the suspension damping system is divided into non-independent suspension and independent suspension: the wheels of non-independent suspension are installed at both ends of an integral axle. When one side of the wheel jumps, the other The wheels on one side also bounce accordingly, causing the body to vibrate and tilt; the independently suspended axle is divided into two sections, and each wheel is independently installed under the frame by a shock-absorbing buffer unit. When one wheel jumps, the other wheel does not Affected, the wheels on both sides can move independently. The vehicle suspension vibration reduction system includes two parts: the vibration reduction system and the force transmission device, which play the roles of buffering and vibration reduction and force transmission respectively.

The vehicle damping system consists of elastic elements, shock absorbers and guide elements, which are mainly used to solve the impact on the body caused by uneven road surfaces, accelerate the attenuation of vibration of the frame and body, and improve the driving stability of the car. The vibration reduction system is divided into active vibration reduction and passive vibration reduction: active vibration reduction means that the stiffness of the elastic elements in the system and the damping of the shock absorber are controllable, and their size is adjusted according to the actual working conditions of the vehicle. The damping and buffering effect of ride comfort; passive damping means that the stiffness of the elastic elements in the system and the damping of the shock absorber are inherent stiffness and damping, which cannot be adjusted when the vehicle is running. Among them, the elastic elements generally include steel springs, air/inflatable springs, and rubber/elastomers. Although the vibration reduction process of the active vibration reduction system is controlled, the system requires a complete set of feedback adjustment system, so it occupies a large space, and the system is complex and expensive. The passive damping system has a simple structure and a relatively small volume, so it is widely used in vehicles with limited volume. The most commonly used elastic element in the passive damping system is a steel coil spring. Since the coil spring only has a buffering effect, it needs to be connected in parallel with the shock absorber. The most widely used shock absorber is a hydraulic shock absorber, such as Boer "A Hydraulic Shock Absorber" (Patent No.: 201320638548.X) provided by Li Liangsong and others from De Auto Parts Co., Ltd. Since the stiffness of the coil spring will basically not change once it is fixed in the deformation process, the damping effect of this passive damping can only be optimized for a certain working condition of the vehicle. The reduction of spring stiffness can improve the ride comfort of the vehicle, but it is not good for improving the dynamic load of the tire, and too soft spring requires a considerable installation space, which cannot be arranged on the vehicle; the increase of spring stiffness can improve the vehicle's carrying capacity, but the driving The vibration will also increase during the process, so the current passive vibration reduction system cannot meet the requirements of small size and large bearing capacity.

Contents of the invention

In view of the above defects or improvement needs of the prior art, the present invention provides a vibration damping and buffering mechanism with small volume and large bearing capacity, so as to solve the problem that the existing passive vibration damping system cannot take into account both small volume and large bearing capacity.

In order to achieve the above object, according to one aspect of the present invention, there is provided a vehicle vibration damping and buffering mechanism, which is characterized in that it includes an upper connecting plate, a hinge, a lower connecting frame and an air spring, and the lower connecting frame is used to support Wheel axle, the upper connecting plate is used to support the horizontal suspension beam of the vehicle; wherein, the hinge includes an upper link, a first hinge shaft and a lower link, the upper end of the upper link is installed on the upper connecting plate, The lower end of the lower connecting rod is installed on the lower connecting frame, the lower end of the upper connecting rod is hinged to the upper end of the lower connecting rod through a first hinge shaft arranged horizontally and perpendicular to the axle axis of the wheel, and the air spring is located on the upper connecting plate and the lower connecting frame and its upper and lower ends are respectively installed on the upper connecting plate and the lower connecting frame; The rotation occurs while the air spring is compressed on the side close to the wheel, which acts as a shock absorber.

Preferably, the number of hinges is two, and the two hinges are symmetrically arranged on both sides of the upper connecting plate, and the upper link of the hinge is hinged to the upper connecting plate through the second hinge shaft arranged horizontally The upper and lower connecting rods are hinged on the lower connecting frame through the third hinge shaft arranged horizontally, and the axes of the first hinge shaft, the second hinge shaft and the third hinge shaft are parallel to each other.

Preferably, the lower end of the upper link is provided with a slot, the upper end of the upper link extends into the slot, and the first hinge shaft passes through the lower end of the upper link and the upper end of the lower link. Connect the upper and lower links together.

Generally speaking, compared with the prior art, the above technical solutions conceived by the present invention can achieve the following beneficial effects:

1) The structure is simpler and takes up less space; since the air spring itself has damping, and the stiffness and damping increase with the degree of compression, there is no need for parallel shock absorbers, which reduces the structural space and structural weight;

2) The bearing capacity is strong. Due to the nonlinear stiffness and damping characteristics of the air spring, the bearing capacity increases sharply with the increase of the spring deformation. Therefore, the suspension damping structure can achieve a strong bearing capacity with a relatively simple structure ;

3) When the present invention uses a hinge, if the wheel is stressed, the damping and buffering mechanism only compresses and rotates in one direction, and the movement direction is single so that the damping process has high reliability;

4) When two hinges are used in the present invention, if one side is under force, according to the compression amount of the air spring, the mechanism can adaptively adjust the direction of compression and rotation, which increases the adaptability of the vehicle to complex and rough terrain; if the whole is under force, Then the overall translation of the wheels ensures that the posture of the vehicle body does not tilt and increases the stability of the vehicle body.

Description of drawings

Fig. 1 is the overall schematic diagram of the specific embodiment 1 of the present invention;

FIG. 2 is a schematic diagram of an exploded structure of Embodiment 1 of the present invention;

Fig. 3 (a) and Fig. 3 (b) are respectively the schematic diagrams before and after stressed compression of embodiment one;

Fig. 4 is an overall schematic diagram of the mechanism of the second embodiment of the present invention;

Fig. 5 is an exploded schematic diagram of the mechanism structure of the second embodiment of the present invention;

Fig. 6 is a schematic exploded view of the structure of the left hinge in Embodiment 2;

Fig. 7(a) and Fig. 7(b) are schematic diagrams of movement before and after compression of the entire lower part of the second embodiment respectively.

Figure 8(a) and Figure 8(b) are schematic diagrams of movement before and after compression of the lower right side of the second embodiment respectively;

Figure 9(a) and Figure 9(b) are schematic diagrams of movement before and after compression of the lower left side of the second embodiment respectively;

Fig. 10 is an overall schematic diagram of an independent suspension mechanism according to Embodiment 1;

Fig. 11 is an overall schematic diagram of the independent suspension mechanism formed according to the second embodiment;

Fig. 12 is a schematic diagram of the movement of the independent suspension mechanism according to Embodiment 1 when it moves on an uneven road surface;

Fig. 13 is a schematic diagram of the movement of the independent suspension mechanism formed according to the second embodiment when it moves on an uneven road surface;

Fig. 14 is a schematic diagram of a four-wheeled vehicle equipped with the shock absorbing buffer mechanism;

Fig. 15 is a schematic diagram of a six-wheeled vehicle equipped with the shock absorbing buffer mechanism;

Fig. 16 is a schematic diagram of a planetary wheel vehicle equipped with the shock absorbing and buffering mechanism.

detailed description

In order to make the object, technical solution and advantages of the present invention clearer, the present invention will be further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described here are only used to explain the present invention, not to limit the present invention. In addition, the technical features involved in the various embodiments of the present invention described below can be combined with each other as long as they do not constitute a conflict with each other.

Embodiment one

Referring to Fig. 1, Fig. 2, Fig. 3(a), Fig. 3(b), Fig. 10, Fig. 12, a vehicle damping and buffering mechanism includes an upper connecting plate 110, a hinge, a lower connecting frame 170 and an air spring 130, the lower connecting frame 170 is used to install the wheels and the motors that drive the wheels to move, the upper connecting plate 110 is used to support the horizontal suspension beam of the vehicle, and the hinge includes an upper link 120, a first hinge shaft 140, a positioning Pin 150 and lower connecting rod 160, the upper end of described upper connecting rod 120 is fixedly installed on the upper connecting plate 110, the lower end of described lower connecting rod 160 is fixedly installed on the lower connecting frame 170, the lower end of described upper connecting rod 120 The upper end of the lower connecting rod 160 is hinged to the upper end of the lower connecting rod 160 through the first hinge shaft 140 which is arranged horizontally and perpendicular to the axis of the wheel axle. on the connecting plate 110 and the lower connecting frame 170 . Preferably, the lower end of the upper link 120 is provided with a through groove, the upper end of the upper link 160 extends into the through groove, and the first hinge shaft 140 passes through the lower end of the upper link 120 and the lower link. The upper end of the rod 160 then connects the upper link 120 and the lower link 160 together.

A circular hole is arranged on the lower connecting frame 110 to facilitate the installation of the wheel axle.

The right end of the upper connecting plate 110 is fixedly connected with the upper connecting rod 120 by two screws, and the middle part is fixedly connected with the air spring 130 by two screws. The air spring 130 is a single capsule spring filled with nitrogen gas inside. The upper connecting rod 120 is hinged to the lower connecting rod 160 through the first hinge shaft 140 , wherein the positioning pin 150 realizes the axial positioning of the first hinge shaft 140 . The lower connecting rod 160 is fixedly connected with the right end of the lower connecting frame 170 by two screws.

The air spring 130 guarantees vibration damping and buffering during driving. The upper connecting rod 120, the first hinge shaft 140, the positioning pin 150 and the lower connecting rod 160 together form a hinge, which restricts the movement direction of the lower connecting frame 170 relative to the upper connecting plate 110, ensuring the vibration reduction of the mechanism process reliability. The specific compression diagram of the mechanism after stress is shown in Figure 3. The damping and buffering mechanism can be connected with the suspension beam of the vehicle body through the upper connecting plate 110, and connected with the driving wheel and the driving system through the lower connecting frame 170.

Fig. 10 is a schematic diagram of an independent suspension mechanism according to Embodiment 1, and Fig. 11 is a schematic diagram of compression of the independent suspension mechanism when the right wheel encounters a protrusion on an uneven road.

When a wheel on one side of the vehicle is lifted due to uneven road surface, the lower link 160 of the hinge rotates relative to the upper link 120, and at the same time, the side of the air spring 130 close to the wheel is compressed, thereby playing a role in damping and buffering role.

Embodiment two

Referring to Fig. 4 to Fig. 9, compared with Embodiment 1, this embodiment is mainly that the hinges between the upper connecting plate 210 and the lower connecting frame 240 are changed; the number of hinges is two, and the two hinges are respectively The left hinged part 230 and the right hinged part 250 are arranged symmetrically on the left and right sides, and they are respectively located on the left and right sides of the air spring 220 .

The exploded view of the structure of this embodiment is shown in FIG. 5 , which includes an upper connecting plate 210 , an air spring 220 , a left hinge 230 , a lower connecting frame 240 , and a right hinge 250 . There are lug plates at both ends of the upper connecting plate 210 , the left ear plate is hinged with the upper end of the left hinge 230 , and the right ear plate is hinged with the upper end of the right hinge 250 . The lower end of the left hinge 230 is hinged with the ear plate at the left end of the lower connecting frame 240 . The lower connecting frame 240 right end lug at the lower end of the right hinge 250 forms a hinge.

The left hinge 230 has the same structure as the right hinge 250, and the layout is symmetrical. 6 is an exploded view of the structure of the left hinge 230. The left hinge 230 includes an upper link 231, a lower link, a third hinge 234, a lower positioning pin 235, a first hinge 236, a middle positioning pin 237, The second hinge shaft 238 and the upper positioning pin 239 . The axes of the first hinge shaft 236 , the second hinge shaft 238 and the third hinge shaft 234 are parallel to each other. The lower link includes a first lower link 232 and a second lower link 233, the lower end of the upper link 231 is located between the first lower link 232 and the second lower link 233, and the three are connected by a first hinge shaft 236 Together; the second hinge shaft 238 is inserted into the upper end socket of the upper connecting rod 231 to be hinged with the upper connecting plate 210, and the upper positioning pin 239 is inserted into the positioning hole of the second hinge shaft 238 to realize the axial positioning of the second hinge shaft 238 . The upper connecting rod 231 is hinged with the first lower connecting rod 232 and the second lower connecting rod 233 through the first hinge shaft 236, and the middle positioning pin 237 is inserted into the positioning hole of the first hinge shaft 237 to realize the pivot of the first hinge shaft 237. orientation. The lower end of the lower connecting rod is hinged on the lower connecting frame 240 through the third hinge shaft 234 arranged horizontally. The third hinge shaft 234 is inserted into the first lower connecting rod 232 and the lower end socket of the second lower connecting rod 233 to be hinged with the lower connecting frame 240, and the lower positioning pin 235 is inserted into the positioning hole of the third hinge shaft 234 to realize the alignment of the 234 Axial positioning.

The double-sided articulation mode of Embodiment 2 increases the direction of motion of the driving wheel relative to the suspension beam, making the trolley better adaptable to rough terrain. The specific motion diagrams are shown in Figures 7 to 9. Figure 7(a)-(b) shows the movement of the lower part of the mechanism when the overall force is applied, the air spring 220 is compressed as a whole, and the lower connecting frame moves in translation relative to the upper connecting plate; Figure 8(a)-(b) shows the lower part of the mechanism under pressure. When the force is concentrated on the right side, the right side of the air spring 220 is more compressed, and the lower connecting frame 240 is deflected counterclockwise relative to the upper connecting plate; Figure 9(a)-(b) shows when the force on the lower part of the mechanism is concentrated on the left side The left side of the air spring 220 is more compressed, and the lower connecting frame deflects clockwise relative to the upper connecting plate.

Fig. 12 is a schematic diagram of the independent suspension mechanism according to the second embodiment, and Fig. 13 is a schematic diagram of the compression of the independent suspension mechanism when the right wheel encounters a bump on an uneven road.

When the present invention is actually applied to a vehicle, according to Embodiment 1 and Embodiment 2, the upper connecting plate of the shock absorbing and buffering mechanism is connected with the horizontal suspension beam of the vehicle, and the lower connecting frame is connected with the driving wheel and the driving system, so that the vehicle can form an independent suspension mechanism.

When used, different numbers of independent suspensions can be applied to the vehicle. Fig. 14 is a schematic diagram of a four-wheeled vehicle equipped with the shock absorbing and buffering mechanism, and Fig. 15 is a schematic diagram of a six-wheeled vehicle equipped with the shock absorbing and buffering mechanism. The independent suspension can also be externally connected with different types of wheel shoes. Figure 16 is a schematic diagram of a planetary wheel vehicle equipped with the shock absorbing and buffering mechanism.

It is easy for those skilled in the art to understand that the above descriptions are only preferred embodiments of the present invention, and are not intended to limit the present invention. Any modifications, equivalent replacements and improvements made within the spirit and principles of the present invention, All should be included within the protection scope of the present invention.

Claims (3)

1. a vehicle vibration reduction and cushioning mechanism, it is characterised in that: include upper junction plate, articulated elements, lower link and air bullet Spring, described lower link is used for supporting axletree, and described upper junction plate is for supporting the level overarm of vehicle；Wherein, described hinge Fitting includes that connecting rod, the first hinge and lower link, the upper end of described upper connecting rod are arranged on upper junction plate, described lower link Lower end is arranged on lower link, and the lower end of described upper connecting rod is by horizontally disposed first hinge vertical with wheel axle axis Axle is hinged on the upper end of lower link, and described air spring is between upper junction plate and lower link and its upper and lower two ends are pacified respectively It is contained on upper junction plate and lower link.

A kind of vehicle the most according to claim 1 vibration reduction and cushioning mechanism, it is characterised in that: the quantity of described articulated elements is Two, two articulated elements are symmetrical set the both sides at upper junction plate, and the upper connecting rod of described articulated elements is by being horizontally disposed with The second hinge be hinged on upper junction plate, lower link is hinged on lower link by horizontally disposed 3rd hinge, described The axis of the first hinge, the second hinge and the 3rd hinge is parallel to each other.

A kind of vehicle the most according to claim 1 vibration reduction and cushioning mechanism, it is characterised in that: the lower end of described upper connecting rod sets Being equipped with groove, the upper end of described upper connecting rod is stretched in described groove, and described first hinge passes lower end and the lower link of upper connecting rod Upper end after upper connecting rod and lower link are linked together.